Oiling system



E. O. SCHJOLIN OILING SYSTEM Dec. 12, 1939.

4 Sheets-Sheet 1 Filed Feb. 24, 1936 Dec. 12, 1939.

.- "lllll E. O. SCHJOLIN OILING SYSTEM Filed Feb. 24, 1936 4 Sheets-Sheet 2 V 1 Dec- 12, E o, SCHJQLIN I OILING SYSTEM Filed Feb. 24, 1936 4 Sheets-Sheet 5 M5164 SW5? 52': 0/Ze Scfyolzn I Dec. 12, 1939.

E. '0. SCHJOLIN OILING SYSTEM Filed Feb. 24, 1956 4 Sheets-Sheet 4 flzllllll1ll lt7llllif W Alrld Arum I I" hm H 11;

Ebb @lle 5 7M122 Patented Dec. 12, 1939 UNITED STATES PATENT OFFl CE] OILING SYSTEM Application February 24, 1936, Serial No. 65,220

Claims.

This invention relates to the lubricating or 'oiling systems and has particular reference to a system used to lubricate the bearing parts of an H internal combustion engine, transmission and t, differential of an automotive Vehicle.

The invention is applied to an engine installed at the rear of a vehicle, the body of which is disclosed in my co-pending application Ser. No, 41,- 062, filed September 18, 1935. In installing the engine at the rear of the vehicle it is possible closely to interrelate the engine, transmission, and differential so that the same lubricant may be used to oil the bearing or moving parts of all three. 5' According to the invention, the lubricant to oil the bearing parts drains to a sump in the differential housing. A pipe leads from this sump to an oil pump driven by the engine, the pump taking the oil and air from the sump and forcing it into a fluid tight receptacle or container. The container has an inlet and an outlet both of which have one-way valves opening in the same direction so that oil and. air may readily pass into the receptacle but are prevented from leaving. it. A piston, operated and controlled by the pressure of the oil as it enters the container, operates the valve in the outlet so that the outlet valve is open when oil and air are being forced into the container. The air pressure in the container will 30 force the lubricant through the outlet into a pipe or conduit which leads to a flow control. The flow control has a spring, the compression of which is controlled by a lever operated in timed relation with the throttle valve so that the more 35 the throttle is opened the less will be the compression of the spring. This will allow an increased amount of oil to be delivered to the bear ing parts when the throttle is open, or oil will be delivered in greater quantities the faster the vehicle is being driven, Suitable branch conduits from the flow control each take a portion of the oil and deliver it to the engine and to the transmission to lubricate the bearings and gears. In the oiling system. of the invention the pump itself does not force the lubricant to the bearing parts. The pump merely delivers the oil and air to the receptacle. In pumping oil to the receptacle the pump carries along with it a considerable quantity of air for the reason that the pump operates fast enough to be able to withdraw the oil from the sump faster than the oil accumulates so that the pump will keep the sump substantially dry or free of oil. In passing the oil and air to the receptacle a considerable amount. of superatmospheric pressure will rbe created and maintained. The amount of pressure to be maintained is regulatable by a safety or exhaust valve controlled by a spring. In actual practice it is preferred to keep about a forty-pound air pressure in the tank and it is 5 this air pressure which forces the lubricant from the outlet to the parts to be lubricated.

The receptacle is usually only about half full of oil so that the upper part contains air under pressure. A suitable outlet from the air containing part of the lubricant container is led to any suitable auxiliary device or devices such as the windshield wiper, an air spring, a fuel pump, a vacuum fan, etc., the air pressure being more than suflicient to operate any or all of these auxiliaries.

On the drawings Figure 1 is a plan view of a combined engine, transmission, and differential construction showing the lubricating system applied, parts being broken away and shown in section better to illustrate the construction.

Figure 2 is a detailed side view of the differential and oil pump with parts broken away showing the oil sump.

Figure 3 is an enlarged detailed View with parts. broken away to show the interior of the transmission and crankcase adjacent the differential and the sump.

Figure 4 is a sectional detailed view on the line 4-4 of Figure 1 through the oil filler and. air inlet to the transmission housing and sump.

Figure 5 is a sectional detailed view on the line 55 of Figure 1.through the oil receptacle and the fixture at the top thereof.

Figure 6 is a detailedperspective view of one of the fiat valves in the inlet and outlet ports of the fixture in Figure 5.

Figure 6a is a view similar to Figure 6 of a modified form of valve. 40

Figure '7 is a sectional detailed view of the pressure relief valve and the connection to the auxiliary devices, taken on the line 1-1 of Figure 5.

Figure 8 is a sectional detailed View through the level gage taken on the line 8-8 of Figure 5.

Figure 9 is a sectional detailed View through the flow control taken substantially on the line 9-9 of Figure 1.

Figure 10 is a view of the flow control taken at right angles to Figure 9 looking from the left, with parts broken away and shown in section better to illustrate the construction.

Referring to the drawings, the numeral 2 indicates an internal combustion engine as a whole which is mounted at the rear of a vehicle indicated in dotted outline at 3. In the present instance the engine is a two-cycle engine with four radial U-type cylinders 4. Each cylinder has a spark plug opening indicated at 6. The usual induction system is indicated at 8, the induction system being provided with a rotary ring throttle valve in the housing I0. The engine is provided with a blower the housing of which is indicated at I2 and with a blower bypass valve the housing of Which is indicated at I4. A rod I6 connected to a lever I8 operates the bypass valve, the rod It in turn being connected to the lever 20 connected to the throttle in the housing I0. A rod 22 connected to the lever 20 is in turn connected to a second lever 24 which in turn is operated from a rod 28 controlled from the drivers seat. The lever 24 is secured to a shaft 28 operating in a bearing 30 secured to an arm 32 mounted on the engine.

The engine block 34 comprises the two halves 36 and 38 which meet along the line 40 and are secured together by suitable bolts 42 (Figure 3) to form an oil tight connection. The engine block includes the housing for the transmission indicated as a whole at 44 and which is disclosed more in detail in my copending application Serial No. 55,626, filed December 21, 1935. The clutch is indicated at 46 which is likewise disclosed in detail in my application Serial No. 55,626.

The lower part of the transmission housing and engine block has the extension 48 which forms a sump 50 at the bottom thereof. In the extension 48 the difierential is located. The diiferential has the ring gear 52 and is mounted in the roller bearings 53 at each side. The ring gear 52 meshes with a gear 54 secured to the end of the shaft 55 of the transmission. From the differential there extend the live shafts 50 each of which has secured thereto the universal joints 5? which in turn have the shafts 58 which extend to universal joints (not shown) at the rear wheels of the vehicle to drive the same. Only one universal joint 51 is shown but the universal joints are on the drive shafts at both sides. The wheels of the vehicle of the invention are independently sprung as is better disclosed in my Patent No. 2,076,046, issued April 6, 1937.

The flywheel is indicated at 60 and the transmission shaft at BI. The flywheel has a gear 62 rigid therewith which is used to drive the accessories of the vehicle. The crankshaft is indicated at 84 and has the bearing part 66 mounted in the bearing shells 68 positioned in the ribs T0 of the crankcase. The inner rib I0 has the opening I2 therein to allow the oil to flow from the bottom 74 of the crankcase into the sump 50.

The gear 62 meshes with an idler I6 (Figure 1) which in turn meshes with the gear I8 which drives a shaft in the housing 80 secured to the side of the engine block. The shaft in the housing 80 drives the auxiliary mechanisms such as the distributor 82, the generator 83, the blower in the housing I2, etc. The oil pump 84 is driven from a shaft 86 on which the idler gear I6 is mounted.

The sump 50 (Figure 2) has a drain opening 88 in its bottom in which there is threaded the plug 90 having the screen 92 secured thereto. A pipe 94 extends into the screen 92 and passes up through a shoulder 96 in the sump and is connected to the oil pump 84 at its upper end. The oil pump 84. may be of any conventional type.

From the oil pump 84 a conduit 98 leads to a fluid tight oil reservoir or receptacle I00 shown in detail in Figure 5. The receptacle I00 may be of any suitable size and any desired shape but preferably it has a diameter of about ten inches and is ball shaped for the reason that the ball shaped container affords the greatest capacity for the least space occupied. The receptacle is provided with two handles or brackets IOI rigid therewith to enable it to be easily handled and to aid in mounting it in place.

The pipe 98 delivers into a fixture I02 at the top of the container and is connected to the fixture by means of fittings I04. The numeral I06 indicates the inlet through the fitting to the container, this inlet being in the form of an L-shaped passage. Where the inlet delivers to the container, a spring IIO holds a flat valve I08 (Figure 6) on its seat in the mouth of the inlet I08. The valve I08 is a one-way valve and will enable oil to enter the container I00 but will prevent the exit therefrom. A suitable conical support II2 provided with oil holes is surrounded by the spring and is held in the mouth H4 of the inlet by means of the closure member II 8 secured to the bottom of the fixture I02 in any suitable way. A short pipe I I8 is secured to the closure member H6 and extends into the container from the mouth I I4.

It sometimes happens that it is difiicult to prime the pump after the engine has been idle for a considerable period. This difiiculty occurs where the pump is positioned higher than the sump as shown in Figure 2. This priming difiiculty is caused by the draining of the oil from the pipes 84 and 98 and from the pump into the sump, leaving the pump and pipes 94 and 90 filled with air. When starting the pump the pressure to be built up by the pump must be suflicient to open the inlet valve I08 against the back air pressure in the container I00. Inasmuch as the pump 84 is not a very good air pump it overcomes the back pressure in the container with difficulty only. To relieve this condition there is used a valve I08 (Figure 6a.) which is provided with a small bleed opening I09 so that when the engine stops the air in the tank will bleed back through the opening I09, the pipe 98, pump 84 and pipe 94 into the sump to relieve the pressure in the tank. With this pressure relieved, the pump will be able to prime itself without difliculty and quickly rebuild the superatmospheric pressure in the tank I00. Where the pump 84 is positioned in the sump, the problem of the difficulty in priming does not arise and a valve without an opening such as shown in Figure 6, may be used.

The fixture I02 has the outlet I20 in the form of an L-shaped passage and to which there is connected the outlet pipe or conduit I22 held to the fixture I02 by means of fittings similar to the fittings I04. The outlet I20 also has therein a valve I24 similar to the valve I08, the valve I24 being held against its seat in the mouth of the outlet by means of a spring I26 similar to the spring III]. A cone support I28 similar to the cone support H2 is provided in the outlet passage and is surrounded by the spring I26. The cone I28 is held in the outlet passage by the closure member H6. The function of both cone supports H2 and I28 is to position the springs and hold them in place and to prevent the valves I08 and I24 from being forced too far away from their seats.

To the member I I 8 there is connected the outflow pipe I30 which extends far down into the receptacle an'd'ends' at I32 a short distance from the bottom and at its top delivers into the mouth of the outlet II6. A gauze cylinder I34, closed at its top and bottom and serving as a screen, surrounds the pipe I32 and extends upward to a short distance beyond the middle of the receptacle I 00. The receptacle I 00 is formed in two hemispherical halves I36 and I38 secured together in any suitable way at I39 and inside the upper hemispherical half I36 there is secured the circular screen I40 through which the oil must pass after it is delivered to the receptacle. The screen 7 I34 is secured to the screen I40. If desired, the screen I34 may be secured directly to the pipe I30.

Between; the inlet I06 and the outlet I20 in the fixture I02 a passage I42 is provided. In this passage there is positioned the piston I44 the top of which is subject to the pressure of the air and oil entering the inlet I06. A rod or stem I46 passes through an opening in the piston and a washer or ring I48 formed on or secured to the rod I46 abuts against the inside of the piston I44. If desired the rod I46 or the washer I48 may be secured to the piston. The upper portion of the rod I 46 passes through an opening in a guide disc I50 mounted in a cap I52 screw-threaded into an opening in the fixture I02 in alignment with the passage I42. The rod I46 extends downward until it contacts with the valve I24 when the parts are in the position shown in Figure 5. When the pump 84 is operating and delivering oil and air into the inlet I06, pressure will be exerted on the upper side of the piston I44 to force the piston downward. This downward movement will cause the end of the rod I 46 to push the valve I 24 from its seat against the tension of the spring I26 to cause the opening of the outlet I28 to allow the pressure of the air in the air chamber I54 to force the oil through the screen I34 and into the outlet pipe I32 to cause the oil to pass upward in the pipe and flow past the valve I24 into the outlet pipe I22.

The quantity of oil in the lubricating system is such that it never will fill the container I00 but at its maximum will be at about the level of the screen I40 so that the lower part I56 of the receptacle I00 will be full of oil while the upper part I54 will contain air at superatmospheric pressure.

A drain plug I58 is provided in order to enable the cleaning of the receptacle I00.

The screen I40 has mounted thereon a cylinder I60 which is open at its bottom. In the cylinder there is positioned the fioat I62 having a rod I64 attached thereto. This rod extends upwardly through an opening in the cored portion I65 of the fixture I02 as shown at I66 in Figure 8 and ends in a ball I10. The ball preferably is colored so thatit is readily visible through the graduated gage glass I12 held in the bracket I14 which is open at one side and which is screwthreaded as at I 16 and fastened into the distributor connector I18. This connector I18 has its lower end screw-threaded and connected as indicated at I19 to the fixture I02. Inasmuch as all parts of the float system are subject to the pressure which is maintained in the container I 00, the parts just described will indicate the level of the oil in the container. When the level of the oil is at a maximum the ball I10 will be in the position shown in Figure 8 and for less quantities of oil the ball I10 will be in a position lower than that shown, depending upon the quantity of oil.-

Referring to Figure '1, the distributor fixture I18 has screw-threaded thereinto the fitting I80 which is hollow. In the hollow of the fitting there is mounted a slidable piston I82 which is held against its seat I84 by means of a spring I86 the tension of which is regulated by a nut I88 screwed into the end of the hollow part of the fitting. The nut I88 is hollow to allow the spring to enter thereinto and is locked in place by means of the lock nut I90.

The fitting I80 has two outlet passages I92 and I94. Assuming that the passage I94 is closed, the pressure in the container I00 will increase until it is suflicient to overcome the tension of the spring I86 and will push the piston to a position where it opens the outlet I92 to allow the escape of air. The spring I86 preferably is so loaded that it will take about forty pounds of air pressure to force the piston I82 to open the outlet I 92.

To the second outlet I94 suitable fittings I96 connect an outlet pipe I98 which leads to any suitable auxiliary devices such as a vacuum fan I99 to blow warm air to defrost the windshield, or a windshield wiper shown at 200 (Figure 1) The specific type of motor 202, fan I99, or windshield wiper 200 is immaterial and forms no part of the invention. Instead of to the windshield wiper 260 the pipe I98 may lead to an air spring, a gasoline pump, or any other suitable device on the vehicle which it is desired to inflate or to operate by air pressure. The windshield wiper 200 and fan I99 have been shown as illustrative.

The conduit or pipe I22 leads to a flow control 204 mounted on the engine at the position shown in Figure 1. The flow control is shown in detail in Figures 9 and 10 and comprises the upright hollow cylindrical part 206 and the arms 208 and 2I0. The oil from the pipe or conduit I22 is de livered through the hollow connection 2II into the interior of the hollow fitting 2I2, screwthreaded as at 2I4 into the end of the cylindrical part 206 of the flow control. The fitting 2I2 has the ports 2I6 and the cylindrical valve seat 2I8 therein. In the valve seat 2I8 there slides the valve 220 comprising the hollow stem 22I and the head 222 having the series of ports or openings 224. The ports or openings 224 are at difierent levels and are of increasing size as they are closer to the bottom of the valve. There are two series of ports 224 spaced 180 to give balance to the valve 220. The openings 224 are for the purpose of allowing the oil to pass through the valve and to enter the cylinder 206 as will be later described. A small port or bleed opening 225 is provided in the top center of the valve always to assure that some oil will pass through the valve. The stem 22I is provided with a plurality of openings 221 to allow oil to pass between the exterior and interior of the stem. The head 222 of the valve is made to fit and slide inside the cylindrical valve seat 2I8 and is provided at the base of the stem 22I with a shoulder 226 .on which there rests the end of the coil spring 228 the other end abutting against a shoulder 230 formed on a sleeve 232 which slides in the cylinder 206 of the flow control. The shoulder 230 is formed by making a ring groove 234 in the sleeve 232, the groove being for the purpose of receiving a pin 236 of a lever 238 secured to the shaft 28, interconnected with the throttle. When the engine is not running the parts are in the position shown in Figure 9 with the end of the stem against the shoulder 230. Between the end of the cylindrical part 206 and the upper shoulder 240 on the sleeve 232 a second spring 242 is provided.

At the top'of the flow control 294 an outlet or mouth 24 i delivers the oil into the passage 26% in the arm 2% of the flow control. The passage 2% delivers the oil to a hollow cylindrical distributor part 268 formed on the flow control 205.

The flow control is secured to the engine block by means of the bolt 255 and the hollow bolt 252. The bolt 252 passes into the distributor 248 and is screw-threaded as at 254 into the engine block 38. The distributor has an interior diameter greater than the diameter of the bolt as is best shown in Figure 9 and when the oil enters the distributor a part of it passes through the openings 255 into the bore 258 and from the bore 258 into the passage 2G in the crankcase to be delivered through the opening 262 in the bearing shell 68 to the bearing part 65 of the crankshaft 5d.

The wrist pins of the pistons are lubricated in the conventional way, that is, a passage 25% (Figure 9) is drilled in the crankshaft and passes through the throw 265 (Figure 3) of the shaft to the cranlipin or connecting rod bearing. The pistons are connected to the usual connecting rods and the connecting rod bearings have bearing sleeves which surround the crankpins and receive their lubrication from the oil which passes through the passage 2%. The connecting rods are drilled in the conventional way and carry the oil to the wrist pins. All of the oil delivered to the crankshaft and wrist pins will drain to the crankcase and fall to the bottom it to return to the sump.

Referring again to Figure 9, the hollow bolt 252 which secures the distributor in place also secures to the distributor 1348 a hollow fixture 266 which has a pipe 238 connected thereto. This pipe 268 is best shown in Figure l and delivers the oil to the transmission i at the point indicated at 275].

The fixture 265 has the second outlet 272 (Fi ure 10) to which there is connected a pipe El i which delivers into a hollow bolt 2H5 similar to the bolt 252. The oil delivered to the hollow bolt 27G passes into a passage in the outer rib of the crankcase (the passage being similar to the passage 26?; in Figure 9) to lubricate the second bearing of the crankshaft.

The oil delivered to the transmission Ml from the pipe 288 will lubricate the gears and bearings of the transmission. The oil will reach the level of the bottom of the lower opening 2'57 and then flow through the screen 218 secured over the opening. The oil will spill over the gears 52 and 54 and flow to the sump.

The oil filler is shown as a whole at 278 in Figure l and is shown in detail in Figure 4. The oil filler has the usual removable cap 285 to allow access to the filler pipe 282. A cylinder 28 surrounds the mouth of the pipe 282 and is spaced therefrom at its bottom by the ring 286 and at the top by the funnel-shaped element 283. The ring 285 is provided with a plurality of openings 2% and the funnel has a plurality of openings 1n the space between the elements 285 and 288 and between the cylinder 28% and the filler pipe 282 an air cleaning material 2913 is applied. This air cleaning material may be of any suitable type but is preferably a brass-copper gauze saturated with a grease or an oil and catches the dirt particles as the air enters the openings 292 to pass into the housing 86 and through the openings 2% (Figure 1) into the transmission housing W. and then to the sump 59.

The operation of the lubricating system is as follows: Assuming that the engine is started and that the crankshaft 64 and flywheel 60 are rotating, the gear 62 will also be setin motion. This will drive the idler '16 which in turn will drive the oil pump 84. The oil pump will draw the oil from the sump 50 through the pipe 94 and deliver the oil and air sucked from the sump into the pipe 98, to be transferred to the receptacle I00 which is fluid tight and will allow neither the escape of the air nor the oil. The delivery of air and oil from the pipe 98 will create pressure in the inlet H35 (Figure 5) and will push the inlet valve )8 from its seat to cause the oil and air to enter the receptacle. Simultaneously, the pressure in the inlet I06 will actuate the piston MA to cause the stem I46 to push the outlet valve I24 from its seat to cause the air pressure formed in the chamber I54 to act on the surface of the oil to force it into the end I32 of the pipe I30 and cause it to be delivered past the open valve 24 and into the outlet pipe 22. From the pipe i22 the lubricant will be delivered to the flow control 204 through the connection 2. The oil will be forced through the passages H6 and 225 to the passage 246. To cause the engine to run the throttle valve will have been opened a little which will cause the movement of the shaft 26 and its lever 233 to cause the upward movement of the sleeve 232 and the separation of the shoulder 239 from the end of the stem 22l and a decrease of compression of the spring 228. The pressure of the oil will now be able to force the valve 225] upward and away from its seat 2!.3 against the compression of the spring 223 successively to bring into operation the holes 223 of the two series of ports in the valve head 222 to supply an increased quantity of oil the more the throttle is opened. When the oil passes the opening in the valve 229 it will flow through the openings 227 in the stem 22L up through the stem and sleeve 2'? to the mouth 24 of the passage 2% to be delivered to the distributor 2%. From the distributor 248 part of the oil will flow into the passage 268 of Figure 9, another part will flow into the pipe or conduit 268 to the transmission, and a third part will flow into the pipe 27 to be delivered to the hollow bolt 2'15 to lubricate the second bearing of the crank shaft. From all three of these distributing points the oil will redrain to the sump 56 to be retaken by the pump and reforced to the receptacle.

By referring to Figures 1 and 9 it will be noted that the throttle valve in the chamber l0, through the linkage 22 and 26, is directly interconnected with the flow control 234 by means of the shaft 28. In the position of the parts shown in Figure 9 the throttle is in closed position. When the operator accelerates the vehicle to open the throttle, the shaft 28 will be turned so that the lever arm 238 (Figure 9) will be moved upward, to move the sleeve 232 upward, to cause a less compression of the spring 228 to be exerted against the valve 220. The valve 226 will now offer much less resistance to the fiow of oil so that the pressure in the tank is able to force a greater quantity of oil past the valve and into the distributor 248 so as the engine accelerates there will be an increased quantity of oil supplied to the bearing parts. In other words, the quantity of oil supplied to the working parts of the engine, transmission and differential is proportional to engine speed or proportional to the position of the throttle. The farther open the operator places the throttle the more oil will be delivered.

When the operator wishes to operate the windshield wiper or the vacuum fan he will operate a conventional valve on the windshield motor 292 or on the fan motor to allow the air in the passage I98 to act on the motors to operate the auxiliary devices.

I claim:

1. In a flow control unit for the lubricating system of internal combustion engines having a throttle and an operating means therefor, said unit comprising a hollow barrel-like part having an inlet, a valve controlling the flow of oil through the inlet, a sleeve slidable in the barrel, a spring in the barrel and having one end retained by the sleeve, said spring resting on the valve and constantly urging it to closed position, .a lever connected to the sleeve to move the same, and means interconnected with the throttle operating means to operate the lever to move the sleeve to decrease the pressure of the spring on the valve for throttle-open positions, whereby the amount of oil passing the valve will be proportional to the position of the throttle.

2. In a pressure lubricating system, a pump,a fluid tight container adapted to receive lubricant and air from the pump and maintain the lubricant under pressure, a fitting attached to the container, an air and lubricant inlet passage in said fitting, a valve in the passage to allow entrance but prevent exit of lubricant, a lubricant outlet passage in the fitting, a valve in the outlet, a screen extending across substantially the middle of the container and through which the lubricant must pass, a pipe in the container extending from the outlet through the screen and to the bottom of the container, and a screen around the bottom of the pipe.

3. In a pressure lubricating system for an internal combustion engine having a transmission associated therewith, a common sump for the oil draining from the engine and transmission, a pump driven by the engine to draw oil and air from the sump, a conduit connected to the pump to receive the oil and air pumped thereby, a fluid tight container adapted to receive the air and lubricant from the conduit, an inlet passage to the container and connected to the conduit, a valve in the passage to allow the entrance and prevent the exit of lubricant, an outlet passage from the container, a valve in the outlet passage opening in the same direction as the valve in the inlet, means operated by the pressure in the system to open the outlet valve to enable the lubricant to leave the container, an outlet pipe leading from the bottom of the conduit to the outlet valve, and a conduit from the other side of the valve leading to the parts of the engine and transmission to be lubricated, the lubricant being forced through the outlet valve by the pressure in the container.

4. In a pressure lubricating system for an internal combustion engine having a transmission associated therewith, a common sump for the oil draining from the engine and transmission, a pump driven by the engine to draw oil and air from the sump, a conduit connected to the pump to receive the oil and air pumped thereby, a fluid tight container adapted to receive the lubricant from the conduit, an inlet passage to the container and connected to the conduit, a valve in the passage to allow the entrance and prevent the exit of lubricant, an outlet passage from the container, a valve in the outlet passage opening in the same direction as the valve in the inlet, a piston between the inlet and outlet passages, a stem on said piston contacting with the outlet valve, the pressure in the system moving the piston to cause the stem to open the outlet valve to enable the lubricant to leave the receptacle, an outlet pipe leading from the bottom of the conduit to the outlet valve, and a conduit from the other side of the valve leading to the parts of the engine and transmission to be lubricated, the lubricant being forced through the outlet valve by the pressure in the container,

5. In a pressure lubricating system for an internal combustion engine having a transmission associated therewith, a common sump for the oil draining from the engine and transmission, a pump driven by the engine to draw oil and air from the sump, a conduit connected to the pump to receive the oil and air pumped thereby, a fluid tight container adapted to receive the lubricant from the conduit, an inlet passage to the container and connected to the conduit, a valve in the passage to allow the entrance and prevent the exit of lubricant, an outlet passage from the container, a valve in the outlet passage opening in the same direction as the valve in the inlet, means operated by the pressure in the system to open the outlet valve, a pressure relief valve at the container, an outlet pipe leading from the bottom of the conduit to the outlet valve, and a conduit from the other side of the valve leading to the parts of the engine and transmission to be lubricated, the lubricant being forced through the outlet valve by the pressure in the container.

. ERIC OLLE SCI-IJOLIN'. 

